Cen N1240-3 Manuel utilisateur

N1240 / N1243 Alternators

Troubleshooting Guide

C.E. Niehoff & Co.

Page 1TG40B

CONTENTS

Section 1: Wiring ................................................................2

Section 2: CAN/J1939 Diagnostics ...................................3

Section 3: Basic Troubleshooting.....................................4

Section 4: Advanced Troubleshooting .............................5

Battery Charging Conditions

The following conditions may be observed during cold-

start voltage tests until temperatures of electrical system

components stabilize. The time it takes to reach optimum

voltage and amps will vary with engine speed, load, and

ambient temperature.

Maintenance/Low Maintenance Lead-Acid Battery:

Traditional lead acid batteries require lowest charge volt-

age of all vehicle battery chemistries. Battery cells must

be maintained by periodically topping off with distilled

water as required.

Maintenance-free Lead-Acid Battery:

Maintenance-free batteries are similar to Maintenance/

Low Maintenance batteries, but may require slightly higher

charge voltage.

Deep-cycle/Marine Maintenance-free Battery:

Charge acceptance of these batteries may display charac-

teristics similar to maintenance-free batteries and may

charge faster due to generally lower capacity relative to

size.

AGM (Absorbed Glass Mat) Maintenance-free Battery:

These dry-cell batteries respond better than standard

maintenance-free batteries. If battery state of charge

(SOC) drops to 75% or less, batteries should be

recharged to 95% or higher separately from engine charg-

ing system to avoid damaging charging system

components and to provide best overall performance.

Charge acceptance of these batteries may display

charac-

teristics similar to maintenance batteries, but may require

higher charge voltage and will draw signicant current (<100

amps) when under 50% SOC.

Lithium Battery:

Lithium batteries have unique charging characteristics that

differ from lead acid. These batteries require charging

systems congured specically for lithium battery chemis-

tries. Contact CEN for more information on lithium battery

charging systems and components.

Voltage testing:

• Set meter to proper scale and type (AC or DC).

• Be sure to zero the meter scale or identify the meter

burden by touching meter leads together. Meter burden

must be subtracted from nal reading obtained.

• Be sure the meter leads touch source area only.

Prevent short circuit damage to test leads or source by

not allowing meter leads to touch other pins or exposed

wires in test area.

• Be sure to use CEN tools designed especially for trou-

bleshooting CEN alternators when available.

Resistance (ohm) testing:

• Set meter to proper scale.

• Be sure to zero the meter scale or identify the meter

burden by touching meter leads together. Meter burden

must be subtracted from nal reading obtained.

• Be sure meter leads touch source area only. Allowing

ngers or body parts to touch meter leads or source

during reading may alter reading.

• Be sure reading is taken when source is at 70ºF. Read-

ings taken at higher temperatures will increase the

reading. Conversely, readings taken at lower tempera-

tures will decrease the reading.

• Be sure to test directly at the source. Testing through

extended harnesses or cable extensions may increase

the reading.

• "OL" as referenced in this document refers to open cir-

cuit: "innite" resistance, typically in very high kilo- or

megaohm range depending on meter and settings.

Diode testing:

• Diodes allow current to ow in one direction only. Typi-

cal voltage drop in forward bias can range from 0.1-

0.85V. Meter should read OL in reverse bias. Check

meter user manual for meter-specic testing guidelines.

Voltage drop testing:

• Measure voltage between B+ on alternator or power

source and B- (ground) on alternator or source. Record

reading. Move to batteries or other power source and

measure again between B+ and B- terminals on battery

or other power source. The difference between the two

readings represents voltage lost within circuit due to,

but not limited to, inadequate cable gauge or faulty con-

nections.

• Voltage drop measurements must be taken with all elec-

trical loads or source operating.

Dynamic/Live testing (Connecting power and ground to

component to test operation/function out of circuit):

• Connect jumper leads directly and securely to power

source contacts of component being tested.

• Make any connection to power and ground at power

supply or battery source terminals. Do not make con-

nection at component source terminals, as that may

create an arc and damage component source terminals.

Testing Guidelines

Professional service technicians rely on the following

guidelines when testing electrical components.

Page 2 TG0040A

Section 1: Wiring Diagram

CEN N1240-3/N1243-2 Alternators

Description and Operation

N1240-3 and N1243-2 28 V 260 A alternators are

internally rectified. All windings and current-conduct-

ing components are non-moving, so there are no

brushes or slip rings to wear out.

After engine is running, N3218 regulator receives

energize signal. Regulator monitors alternator

rotation and provides field current only when it

detects alternator shaft rotating at or above idle

speed.

After regulator detects alternator rotation, it gradu-

ally applies field current, preventing an abrupt

mechanical load on accessory drive system. The soft

start may take up to 20 seconds.

N3218 regulator used with these units also

• is negative temperature compensated. Setpoint is

28.8 ± 0.5 V at 72 F when configured to operate

with 6TMF type batteries.

• provides overvoltage cutout (OVCO). Regulator

will trip OVCO when system voltage rises above

setpoint by 3 V for longer than 3 seconds. OVCO

feature detects high voltage and reacts by opening

alternator field circuit and turning off alternator.

Restarting engine or waiting until system voltage

drops 5 V below setpoint will reset OVCO circuit.

• maintains alternator steady-state output voltage

at regulated settings as vehicle electrical loads are

switched on and off.

Figure 2 — N1240-3/N1243-2 Alternators with N3218 Regulator

Figure 1 — N1240-3/N1243-2 Alternators and

N3218 RegulatorTerminals

B+ terminal

(next to regulator connector)

IGN terminal

B–

terminal

Section 1: Wiring Diagram

Page 2 TG40B

Page 3

TG0040A

Section 2: CAN/J1939 Diagnostics

CAN/J1939 Interface

DESCRIPTION AND OPERATION

The CEN N3218 digital regulator is compatible with

SAE J1939 communications standard for vehicle

networking.

CEN uses MIL-STD connector MS3112E12-10P to

interface between the N3218 and the vehicle J1939

databus and battery box sensors. Mating connector is

MS3116E12-10S or equivalent. If this connection is

not used, it must be sealed with connector cover

MS3181-12CA or equivalent. Connector pinout is

shown in Table 1. Message content is shown in Table 2.

Battery box sensing inputs connect to battery pack

positive terminal (pin J) and battery box thermistor

(pin H). Thermistor is 10K NTC with 32650Ωat 0ºC,

10000Ωat 25ºC, 3601Ω at 50ºC and 1% inter-

changeability. Thermistor location should be chosen

so that it closely represents battery case tempera-

ture. Thermistor connects between pin H and vehicle

chassis, battery pack negative terminal, or negative

bus bar. If either sensing input (pin H or J) is not

used, regulator will default to internal temperature

and alternator voltage.

Pin Identification

TABLE 1 – J1939 Connector

Circuit Identification

J1939+

J1939–

J1939/SHLD

B–/GND

Mfr use only

Ext. Temp. Sense

Ext. Voltage Sense

unused

Figure 3 – J1939

Connector Pins

Regulator Readout Expected Reading

TABLE 2 – N3218 Regulator/J1939 Readout Diagnostics (see Table 3)

Action If Expected Reading Not Present

Alternator Speed

Alternator Voltage

Battery Voltage

Regulator Temp.

Alternator Current

Alternator Load

Battery Temp.

Stator Voltages

1500 to 8000 RPM

26 to 30 V (when charging)

–40 to 125ºC

0 to 300 A

0 to 100%

–40 to 80ºC

10 to 18 V (when charging)

Check belts and pulley.

Check alternator drive and regulator IGN signal.

Check battery box voltage sense signal.

Check regulator.

Check alternator output cabling.

Check battery box thermistor.

Check alternator belts and output.

Notes:

(1) Byte 1 broadcast closest to CAN frame ID.

(2) Contact C. E. Niehoff & Co. for definition of custom proprietary message content.

Table 3 — Message Data

PGN Name 1 (1) 2 3 4 5 6 7 8

FED5 Alt. Speed Alt. Speed

FEF7 Alt. Voltage Alt. Voltage Batt. Voltage

FEA7 Alt. Temp. Reg. Temp.

FFC8 Proprietary #1 Alt. Current (2) (2) Alt. Hrs. Load Batt. Temp.

FFC9 Proprietary #2 (2) (2) OVCO Count (2) (2) (2) (2) (2)

FFCA Proprietary #3 Stator 1 Voltage Stator 2 Voltage

Section 2: CAN/J1939 Diagnostics

Page 3TG40B

Page 4 TG0040A

Section 3: Basic Troubleshooting

D. Basic Troubleshooting

1. Inspect charging system components

Check connections at ground cables, positive

cables, and regulator harness. Repair or replace

any damaged component before troubleshooting.

2. Inspect connections of vehicle batteries

Connections must be clean and tight.

3. Determine battery type, voltage, and state

of charge

Batteries must be all the same type for system

operation. If batteries are discharged, recharge

or replace batteries as necessary. Electrical

system cannot be properly tested unless batter-

ies are charged 95% or higher. See page 1 for

details.

A.Tools and Equipment for Job

• Digital Multimeter (DMM)

• Ammeter (digital, inductive)

• Jumper wires

B. Identification Record

List the following for proper troubleshooting:

Alternator model number ____________________

Regulator model number _____________________

❏

CAUTION

SYMPTOM ACTION

TABLE 4 – System Conditions

Check: loose drive belt; low

battery state of charge.

Check: current load on system

is greater than alternator

can produce.

Check: defective wiring or poor

ground path.

Check: defective alternator

and/or regulator.

Check: defective regulator.

Check: alternator.

Check: presence of energize

signal to E terminal on

regulator.

Check: battery voltage at alter-

nator output terminal.

Check: defective alternator

and/or regulator.

Low Voltage Output

High Voltage Output

No Voltage Output

TROUBLESHOOTING

Shut down vehicle and restart engine. If alternator

functions normally after restart, a “no output condi-

tion” was normal response of voltage regulator to

overvoltage condition. Inspect condition of electrical

system.

If you have reset alternator once, and electrical

system returns to normal charge voltage condition,

there may have been a one time, overvoltage spike

that caused OVCO circuit to trip.

If OVCO circuit repeats cutout a second time in short

succession and shuts off alternator field circuit, try

third restart. If OVCO circuit repeats cutout a third

time, go to Chart 1, page 5.

C. Preliminary Check-out

Check symptoms in Table 4 and correct as necessary.

4. Connect meters to alternator

Connect red lead of DMM to alternator B+

terminal and black lead to alternator B–

terminal. Clamp inductive ammeter on B+

cable.

5. Operate vehicle

Observe charge voltage.

If charge voltage is above

33 volts, immediately shut

down system. Electrical

system damage may occur

if charging system is

allowed to operate at

excessive voltage. Go to

Table 4 at left.

If voltage is at or below regulator setpoint, let

charging system operate for several minutes to

normalize operating temperature.

6. Observe charge volts and amps

Charge voltage should increase and charge amps

should decrease. If charge voltage does not in-

crease within ten minutes, continue to next step.

7. Batteries are considered fully charged if charge

voltage is at regulator setpoint and charge amps

remain at lowest value for 10 minutes.

8. If charging system is not performing properly,

go to Chart 1, page 5.

Section 3: Basic Troubleshooting

Page 4 TG40B

Page 5

TG0040A

Section 4: Advanced Troubleshooting

Figure 4 – Alternator-to-Regulator Harness Plug

PIN CONNECTIONS

Pin A F–

Pin B Phase 1

Pin C GND/B–

Pin D B+

Pin E Kelvin –

Pin F F+

Pin G Kelvin +

Pin H Phase 2

Chart 1 – No Alternator Output – Quick Diagnostic

With engine running: Does battery voltage exist at alternator B+ terminal and regulator IGN terminal?

Yes No

Repair vehicle harness circuit to IGN terminal on

regulator or B+ terminal on alternator.

With key off, engine off: Unplug alternator-to-regulator harness. Connect DMM on DC volt scale across pins

C and D. Does battery voltage exist?

Yes No

With DMM on resistance scale, does the field resistance between pins F and A in harness plug measure about

1.4 (±0.2) ohms?

Yes No

Alternator is defective.

With key off, engine off: Does battery voltage exist at alternator B+ terminal?

Yes No

Repair vehicle harness circuit to B+ terminal on alternator.

Set DMM to diode test. Check continuity of thermal switch and rear stator diodes: Connect red lead to pin B

in harness plug. Connect black lead to alternator B+ terminal. Meter should read one diode drop (approx.

0.6 to 0.9 V). Disconnect leads. Connect red lead to alternator B– terminal. Connect black lead to pin B.

Meter should read one diode drop (approx. 0.6 to 0.9 V).

Yes No

Alternator is defective.

Set DMM to diode test. Check continuity of front stator diodes: Connect red lead to pin H in harness plug.

Connect black lead to alternator B+ terminal. Meter should read one diode drop (approx. 0.6 to 0.9 V).

Disconnect leads. Connect red lead to alternator B– terminal. Connect black lead to pin H. Meter should read

one diode drop (approx. 0.6 to 0.9 V).

Yes No

Alternator is defective.

Go to Page 6 to continue.

Section 4: Advanced Troubleshooting

Page 5TG40B

Page 6 TG0040A

Section 4: Advanced Troubleshooting

Figure 5 – Alternator-to-Regulator Harness Plug

PIN CONNECTIONS

Pin A F–

Pin B Phase 1

Pin C GND/B–

Pin D B+

Pin E Kelvin –

Pin F F+

Pin G Kelvin +

Pin H Phase 2

Chart 1 cont’d from Page 5 – No Alternator Output – Quick Diagnostic

Momentarily (1 sec.) jumper pin F in harness plug to alternator B+ terminal. Touch shaft with steel tool to

detect significant magnetism. Is shaft magnetized?

Yes No

Alternator is defective.

Regulator is defective.

Yes No

Alternator is defective.

(CONT’D)

With DMM on resistance scale: Connect red lead to pin E in harness plug. Connect black lead to alternator

B+ terminal. Meter should read 0 ohms. Change pin E to pin G. Meter should read 0 ohms.

Section 4: Advanced Troubleshooting

Page 6 TG40B

Page 7

TG0040A

Notes

Page 7TG40B

If you have questions about your alternator or any of these test procedures, or if you need to locate a Factory Authorized Service Distributor, please contact us at:

C. E. Niehoff & Co.• 2021 Lee Street • Evanston, IL 60202 USA

TEL: 800.643.4633 USA and Canada • TEL: 847.866.6030 outside USA and Canada • FAX: 847.492.1242

E-mail us at service@CENiehoff.com

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